Electric-railway system.



P. W. LEFFLBR, DEGD. A. A. LBFFLER, ADMINISTBATRIX. ELECTRIC RAILWAY SYSTEM. APPLXOATION FILED AUG.13, 1908. RENEWED we. 10, 1914.

18 SHEETS-SHEET 1.

Patented Mar. 30, 1915.

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ELECT 1G RAILWAY SYSTEM.

APPLIQATION FILED AUG. 13 1908. RENEWED AUG. 10, 1914. 1,133,296. Patented Mar. 30, 1915.

18 SHEETS"SHEET 2.

2712 72 as 5 as P. W. LEPFLBR, DBCD. A. A. LEI'FLER, ADMINISTRATRIX.

ELECTRIC RAILWAY SYSTEM,

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A, LB'FFLER. ADMINISQRATMX, ELEOTBIG RAILWAY APPLIGATION FILED we. 1, 1 33,296.

13,19U8. RENEWED AUG.10.1914

Patented Mar. 30, 1915 18 SHEEIPSHEET 4 P. W. LEPFLER, DBCD. A. A. LEIILER, ADMINISTBATRIX. ELECTRIC RAILWAY SYSTEM. APPLICATION FILED AUG. 13, 1908. RENEWED AUG. 10, 1914. 1,1 33,296, Patented Mar. 30, 1915.

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18 SHEETS SHBET 6- fax/5,

P. W. LEFPLER, DECD. A A LEPFLER, ADMINISTBATBIX I ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED AUG. 13, 1908. RENEWED AUG. 1 1,1 33,296.

Patented Mar. 30, 1915.

18 SHEETS-SHEET 7.

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ELECTRIC RAILWAY SYSTEM. APPLICATION FILED AUG. 13. 1908. RENEWED AUG. 10, 1914.

Patented Mar. 30, 1915 18 SHEBTSBKEBT 8.

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10, 1914. Patented Mar. 30, 1915.

18 SHEETSSHEET 9.

P. W. LEPFLER, DEGD. A. A. LEIILER, ADMINIST-RATRIX. ELECTRIC RAILWAY SYSTEM.

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APPLICATION FILED AUG.13, 1908. RENEWED AUG. 1 33,296.

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TEATRIX. SYSTEM.

P. W. LEFFLER, DEGD.

A. LEEILER, ADMINIS ELECTRIC RAILWAY APPLIGATION'IILED AUG.13, 1908 R 1,133,296.

ENEWED AUG. 10, 1914.

Patented Mar. 30, 1915.

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P. W. LBFFLER, DECD. A. A. LEFILBE, ADMINISTRATBIX. ELECTRIC RAILWAY SYSTEM. APPLICATION TILED AUG.13. 190s. ,BENEWED AUG.10, 1914.

1 ,133,296. Patented Mar. 30, 1915.

18 SHEBTS-SHEET 11.

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' wzffleascus P. W. LEFFLER, DEGD. A, A. LEPFLER, ADMINISTRATRIX, ELECTRIC RAILWAY SYSTEM. APPLIGATION FILED AUG. 13, 190B. RENEWED AUG. 10. 1914.

Patented Mar. 30, 1915 18 SHBETS*SHEET l3.

Patented Mar. 30, 1915.

18 SHEETSSHEET 14.

P. W. LEFFLER, BECD. A. A. LEPFLER, ADMINISTRATRIX. ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED AUG. 13, 1908. RENEWED AUG. 10, 1914.

P. W. LEFFLER, DECD. A. A. LEIFLER, ADMINISTRATRIX. ELECTRIC RAILWAY SYSTEM. APPLICATION FILED AUG.13, 1908. RENEWED AUG,10,1914.

1,1 33,296. Patented Mar. 30, 1915.

18 SHBETS SHEET 15.

P. W. LEFPLER, DECD. A. A. LEPILER, ADMINISTRATRIX. ELECTRIC RAILWAY SYSTEM.

P. W. LEFFLER, DECD. A. A. LEPFLEK, ADMINISTRATRIX. ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED AUG. 13, 1908. RENEWED AUG. 10, 1914v 1,133,296. Patented Mar.30,1915.

18 SHEETS SHEET 18.

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Mm 219 gwwM UNITED STATES PATENT OFFICE,

PAUL W. LEEFLER, OF CHICAGO, ILLINOIS; ANNA A. LEFFLER, ADMINISTRATRIX SAID PAUL W. LEFFLER, DECEASED, ASSIGNOR TO LEFFLER- ELECTRIC EYSTEE, 3F

CHICAGO, ILLINOIS, A CORPORATION OF MAINE.

Application filed August 13, 1908, Serial No. 448,269 Renewed August 10, 1914. Serisi 2J0 To all urli om it may concern Be it knownwthu't 1, PAUL W. LEFFLEB, a citizen of the United States, residing at Chicago, in the county of, @001; and State 'of lllinois, have invented certain new and useful Improvements in l llectric ltailway Systems: and 1 do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to Which it appertsins to make and use the same.

My invention has for its object to provide an improved electric system for the propulsion of cars or other traveling bodies; and to this end, the invention consists of the novel devices and combinations of devices hereinafter described and pointed out in the claims,

From the broad point of View, the system illustrated is in the line of the system disclosed and claimed in my foundation U. S. Patents 514,718 and 51 1,56 both of date February 13th, 1894, and someof the features disclosed are covered by my prior Pat ents 561,898, of date June 9th, 1896; and 573,822 and 573.823, both of date December 22nd, 1896, My present invention, however, does not relate simply to improvement in details over my old in illustrated in the above identified patents but includes some radically new features ditlering in principle from those involved in in old system.

Gene m l statement.

In my said system, as me y be seen on reference to my above named prior patents, electromngncts located in the roadbed, snitabiy span-d sport from each other, and are connect into a supply circuit, for ziffording a magnetic held which extends along the entire line of the car's travel; a non rotating :sin'citcre is mrriz-d by the car with the Home; of its iiillgiblfi traveling close to Specification of Letters Patent.

Patented liter. 3%),

change the polarity of the arnmto as required for cooperation w magnets. The field magnets zinc that adjacent members are of op; larity, and the inter-positioned sets or ture magnets are so Wound iii: number thereof on each of the iii. of a given field magnet, at any em of time, will be of 01 osite pole: 4 spect to each other; and hence, so i field magnet will cooperate with cert the armature magnets to give ooh with certain others thereof to give :i cooperating to move the car in n common direction. The pole changing in operates to change. the polarity of if c ture magnets, according to th: ope-vii i car, so that the proper relation is or maintained between the iirnnztnre or: field magnets. The field magnets are nected into the supply circuit the. certain portion of the field, toivit, l; which the car is passing, at :i 5v will be subject to the full force olf ply circuit. .In my system, 3:; my said prior pa tents, a storage shown carried on the cur rent for the car arnmture and pole changer; and a, com and reversing device was also L car for controlling the same. tions were rendered active or imithe control of the car, thron switches operated by the w foregoing, it will be seen than nets and the electric device in separate and entirely list cuits: and that tlu csiriein cur armature fawn thereon varied rice kfflli' c Referring now 1' inents, one of the hit the invention is the circuit both for the along the lime at tin rotating arnniliirc (i the car, which sup ly rent from t l). (7. series w several sets of such ivi series, and delivering i predetermininl substzlnini 7' relatively low current amperesl, and which are automatically regs '1 ampere age according to the speed or load. The said dynamos, field magnets, car armature and pole changer are all connected up into this common supply circuit in series. With this constant and low current, it is easy to construct a system in such a Way as to avoid burn-outs; and another and far greater advantage is that, by the proper Winding of the armature, a higher efliciency can be secured from any given amount of energy supplied from the generator or generators because there is far less loss in transmission, and because a higher speed is rendered available due to the fact that the voltage at the generator or generators will increase in proper proportion to compensate for the C. E. M. F.

Another radical feature of my invention is the peculiar form of windings which I employ on the car armature, for utilizing the said form of supply current to the greatest advantage in my sytem. Otherwise stated, I employ armatur. windings which are variable, at the will of the operator, to increase or decrease the number of ampere turns on the armature. To this end, the armature magnets are wound with cables each composed of a plurality of Wires, towit, four in the instance illustrated, and this is also the form of the conductors connecting the magnets with the commutator of the pole changer, and in these connections, is located a multi-plex switch or controller adapted to be set so as to connect the said four wires of each cable in multiple, in multiple series, or in series, as desired. When connected in multiple, the four wires of each cable then become exactly like a single conductor of four times the cross section ,of one wire; when connected in series, they become like a single conductor of four times the length and four times the number of wire turns on the armature, thereby affording sixteen times as much resistance as when coupled in multiple; and when coupled in multiple series, the difference between the two extremes is divided. It follows, that the control of the car, in order to furnish power to meet the load or afford the desired speed, is furnished by the armature windings and the multi-plex switch, without the use of any dead resistance. \Vhen the armature windings are connected in multiple, the hast resistance will be presented, and also the lowest number of turns, and hence, the smallest amount of power from the dynamo will be consumed; and when the windings are connected up in series,- the maximum resistance will be presented and the highest number of ampere turns, and hence, the greatest wiount of power from the dynamo will be consumed. This variable armature winding, therefore, utilizes the constant current to the greatest possible advantage.

The car tract: is divided into blocks of a is a l n suitable length (say one mile, more or less), with the rails insulated from each other at the ends of the blocks. A third or conducting rail, lnade up of insulated sections, extends along the entire line of travel and is suitably supported from the ties in such a way as to be insulated from the ground. The field magnets are disposed in much the same way as before. The supply circuit from the generator or generators is a metallic circuit including automatic rheostats, located at the endsof each track block, the movable contacts of which are automatically operated by a magnetic device under the control of the car. As shown, a solenoid in a shunt from the main supply circuit is used for the purpose. I

The car carries brushes which are nor mally in contact with the sectional third rail. The field magnets are so wound and connected into the supply circuit that there will be six magnets under the car, at any given instant of time, fully energized, and two sets of six more half energized, one set in advance and the other in the rear of the fully energized set. The field magnets are normally out of the supply circuit, but are connected therein by the car and the sectional third rail. The solenoid of each rheostat is connected with one of the track rails and the feed conductor of the supply circuit. Normally, the core of the solenoid is in its lowest position, and holding a bridging contact in position to connect into the supply circuit the lowest resistance of the rheostat. l Vhen the car comes onto the block controlled by that rheostat, the car connects the field magnets into the supply circuit, by completing a new or second path for the current, to-wit, from the supply conductor of the main circuit, through the field magnets to the third rail, and thence through the carbrushes and truck to one of the track rails and over the solenoid shunt circuit, at the block tower, and around the rheostat resistance, in the main circuit, to the main supply conductor on the opposite side of the rheostat; and the instant that this occurs, a little of the cur rent will pass through the solenoid magnet, thereby energizing the same and raising the core and the movable or bridging contact to its highest position, and this will bring into the maincircuit a resistance, at the rheostat, much greater than that afforded by the connected in members of the field magnets and the car armature and its pole changer; any hence, thereafter the current from the su ply circuit will be shunted through the d and the said electric devices on the car; this will continue until the car reache end of the block. The same actions w .be repeated when the car is on the next bl It will be seen, therefore, that one of the radical features of improvement, in respect 

